Diesel engine and method of operating same



Oct 1, 1946 c. N. GUERASIMOFF I 2,408,394

DIESEL ENGINE AND METHOD OF OPERATING SAME Fiied Dec. 2:5, 1942 3Sheets-Sheet l c. N. GUERASIMOFF 2,408,394 DIESEL ENGINE AND METHOD OFOPERATING SAME Filed Dec. 23/ 1942 3 Sheets-Sheet 2 T: L w FL? 1945- c.N. GUERASIMOFF 2,408,394

' DIESEL ENGINE AND METHOD OF OPERATING SAME v DIESEL V Qons tantineN.Gueras Patented Oct. 1, 1 946 4 1:41;?-

. .or to The Buda Company, Harvey, 11]., a corpo- Jfi- I j 'ilrationoflllinois f' metastases; toDieselengines-land a a m t QdcfQ eatin th sam ilnl dialpiesel en n s. ha i g ls l row of cylinders, itis:.c ommon to, utilize a crank shaft having only a single crank;pinand, to connect a; master connecting rodto this crank pin,.- The .Q rn f .t emaste qn ec nevro i t ached to. hemaste ,st n;i 1v he mas rcylier. h re s-t e piston in e; oth cylinders are; attached to articulatedor linlgrods which in 1 turn are 1 attached ;to; bearing si carried bythe large or crankshaft end of the master connecting rod. Whe re theengine has a plurality of rows of cy nde s; hen shaf e nk P n r ea an 0fnder end w-c d o a h bankconstitutes a ,masiter cylinder and has itspiston connected tonne of the crank pins by a master connecting "rod.The, pistons of all the other cylinders inthe same row are attachedbyarticulated rods tothe large end of themaster connectingrod'for thatrow. I U I li'have found that the master-cylinder or master cylinders ofan engine of the aforesaid ne h ater m r ith h dqth ar i a d-r dcylinders and anobject of my invention is to I prbvidesuch anfenginejinwhich the temperatulfelof the master cylinder or cylinders is maintainedas low as the temperature of the articulated rod cylinders' i i a g I il Another object of my invention is to provide an engine of theaforesaid type in which the temperature of the master cylinder orcylinders is reduced without decreasing'the power output of iiifeli iek, f v i I 1 Ancther object of my invention isgto provide an engine ofthe aforesaidtype wherein the master cylinder perform a reduced amountof work, but wherein the work accomplished by the other cylinders isincreased to compensate for the decreased work of the master cylinder,

Another object of my invention is toprovide an I engine of the aforesaid,typein which the foregoing advantages are accomplished without. anyincrease in-.cost of manufacture or number of Parts. T 3

Another object of'my inventionis to provide a new and improved methodoffoperation for an engir'ie of'the aforesaid type. r "Another objectof-my invention is to provide a new and improved method of operation foran engine of the aforesaid type which may be easily applied to anexisting engine. v

'Oth er objects and advantages will become ap:

parent asfthe description proceeds; r :7

- 1'. Application December 23, 1942, Serial No. 469,854 4 Y "9 Claims."(01. 123-55) n he drawings; 7 g

. i i r 1 is adiagrammatic view of an engine em bodying my invention;

Fig- 2 is a view showing avertical section through one of thefuel-injection pumps; Y L Fig. 3 is ta partial view similar to Fig. 2,but showing thepiston in a different position; 4'i'sapartia1 viewsimilarto Fig. 3, but showing the piston in a third position; v I Fig. 5 is avie'w showing a transverse section on thedine 5--.5 of Fig. 3; QFig. 6is a view showing a transverse'section on the line v(i6.of Fig. 2; ,1 IFig. 7 is a view'similar to Fig. 3, but showing the piston rotated toafdifferent position tojv'ary the quantity of fuel discharged; I Fig. 8is a view showing a transverse section on the line 88 of Fig. 7;

Fig. 9- is a view showing a partial section through one of the enginecylinders; and

'Fig'j .10 is a view s'howing'a partial section through a different typeof engine cylinder.

In Fig. 1, I have diagrammatically illustrated my invention as embodiedin a single row radial Diesel engine having a master cylinder I 2, amaster'piston l4, reciprocable in the master'cyl ind'er l2 a masterconnecting rod l6, connecting the'master piston I 4 to a singl 'crankpin l8 of the engine rank shaft 20. The particular engine illustrated isof the nine cylinder type wherein thecylinders and pistons may be of thesame size and otherwise interchangeable. In addition to the mastercylinder l2 there are eight other cylinders 22, each having a piston 24connected by an articulated or link rod'26 to the larger end 28 of themaster connectin rod 15 The master cylinder l4 and articulated rodcylinders 22 are supplied with fuel by a fuel pump 30 which may be ofany conventional or suitable type. I The fuel'pump 30 comprises acasting 32 providing a sump 34' which is supplied with fuel 36; The fuelpump 30 through a fuel supply p p pump 38 for each of includes a fuelinjection the engine cylinders and pumps arefoperated by cams 40 one camshaft which is driven from the engine crank shaft 20 through anysuitable driving mechanism.

' Fig. 2'is a vertical, sectional view through one of the 'fuelinjection pumps 38 and illustrates this pump as comprising a stationarybarrel 44 having an inlet port 46 and a bypass port 48 communicatingwith the sump 34. A stationary head iiiljcloses the upper end oftheb'arrel 44 andhas an outlet passage 52 5.4. ;Ava1ve'member 5.6 'haslaseat engaging sur-;

imofl, Harvey, Ill., assignthese fuel injection terminating "in a valveseat.

face 58 adapted to contact the seat 54 and is urged toward this seat bya spring 60 confined between the valve member 56 and a shoulder 62formed in the two-diameter bore 64 of a tubular valve holder 66 which isscrewed into the casting 32 and serves to hold the barrel 44 and head 50therein. The valve :56 .has aguide portion 68 which extends into thedelivery passage 52 and serves to guide movements of the valve membertoward and from the seat 54.

A tubular nut is threadedly attachedto the upper end of the valve holder66 and serves to secure thereto one end of a fuel delivery pipe 12. Theother end of this pipe 12 is connected to a spray nozzle 14 attached toone of the articulated rod cylinders 22. A gasket 16 is preferablylocated between the lower end of the delivery valve holder 66 and a offuel.

A plunger or piston 18 is located in each barrel 44 and has a helix 80formedon its upper end and positioned to control the-bypass port 48.Pumping discharge of fuel does not begin until the particular part ofthe helix opposite the port 48 closes this port and fuel dischargecontinues until the edge 8| uncovers the ports 46 and 48. This permitsfuel to flow past the upper end of the plunger by way of vertical groove19 and to escape through both ports 46 and 48. The delivery stroke ofthe plunger can be varied by rotating the plunger to bring difierentportions of the helix in registry with-the bypass port 48 and this isaccomplished by rotating a sleeve 82 which surrounds the lower end ofthe barrel 44 and has slots 84 slidably' receiving the projectingtongues 86 of a disc 88 to which the lower end of the plungerisattached. The upper end of the sleeve 82 is gripped by a collar 913which can be adjusted relative to the sleeve 82 by loosening andtightening a clamp bolt 92 which secures'the collar 90 in any adjustedposition relative to the sleeve BZ. a

'The collar 90 is provided w'ith'te'e-th 94 which engage the teeth 95 ofa. rack bar 98 which extends lengthwise of the fuel ,pump 30 and engagesthe teeth of all of the collars 94. A link Hill! has one end pivotallyconnected to the rack 98 and .a second end pivotally connected to an armI02 attached to a shaft 104 having a second arm I06 connected to anysuitable manual or automatic control for shifting the rack '98 andplungers I8 to var the fuel. input'to the engine cylinders and the poweroutput of the engine.

The disc 88 attached to the lower end of each plunger 18 is secured tothe upper end of .a push and pull rod 198 having ahead I09 resting onthe adjustable screw 1.18 of .a cam follower 112 which, in turn, restsupon one of 'the cams 40 on the cam shaft 42. The screw H0 is adjustablerelative to its .cani follower H2 to permit individual adjustment of thevertical position of each plunger. 'Each plunger is actuated on itsupper or discharge stro'kelby a cam 4t and is returned by a spring '3confined'between .a retainer ll 4 and an annular Washer 116 whichlioldssleeve 82 proper verticalposition. Sprin 1 l 3 and retainer .1 l4hold'h'ea'd 109'. of. rod "18 against screw Hill and cause the plunger'18 to move up and-down with its cam follower .lll'2- Fig. 1'9,I'haveshown a partial cross-section through one of the enginecylinders.Thisview indicates my invention as being applied to ,9. Dieselengine'having an energy cell i IBinto which head 50 to prevent escapemaster cylinder 4 14 is so positioned that part of the fuel sprayed fromthis nozzle is directed into the adjacent end of the energy cell H8.Admission of air to the cylinder 22 and exhaust of the products ofcombustion therefrom are controlled by air inlet and exhaust valves inaccordance with usual practice. The "nozzle is illustrated .asmemg{provided with a ble'eder tube I20, bi'ii'rthis tube 'may be dispensedwith if desired.

In the ordinary radial Diesel engine having a and master connecting rodassembly, the master cylinder heats up more than a primarypurpese of myan engine of this type and a method of operatthe other so-calledarticulated rod cylinders and invention is to provide ing the same whichwill result in equal operating temperatures for all cylinders withoutdecreasing the total ,power output of the engine. I accomplis'h this byreducing the fuel supply to the master cylinder by a predeterminedamount, such, ior example, as 10% and by'dividing this decrease of 10%among-the other cylinders so that in the nine cylinder engine shown inthe drawings the master cylinder would receive 90% of its normal fuelsupply and each 'of'the other eight cylinders would receive 101.25% ofnormal. My experiments ha've "hown that this novel method of operatingthe engine eliminated overheating of the mastercylinderwithoutdecreasing the total ower output of the engine andwithout overheating the articulated rod cylinders.

In the embodiment illustrated in Figs. '1 to 9 of the drawings, my novelmethod of engine operation can be accomplished-by changing the settingsof the fuel injection pumps. In Fig. l, the master cylinder l2issupplied with fuel by the lefthand fuel injection pump. The collar 90andplunger of this pump have been rotated in a direction to reduce thefuel supply to the master cylinder as compared'to the fuel supply to theother cylinders, as is clearly shown by the position of the collar"adjusting screw 92 of the lefthand fuel injection pump as compared withsimilar screws of theother fuel injection pumps. This changing of thelefthand fuel injection pump is effected 'at a time when "the rack 98 isout of engagement with the collars 90 and after the position of the pumpplunger has been changed the rack '98 is replaced and thereaftermaintains the same proportional reduction in quantity of fuel suppliedto the master cylinder for'all positions of the manual or automaticcontrol which varies the quantity offuel supplied to all of the enginecylinders in accordance with load "and speed requirements. In order tochange over an existing engine, it is only necessary to turn the plungerof-the fuel injection pump for the master cylinder to obtain the desiredratio between the quantity of fuel'discharged by this plunger and thep'lungers of the fuel injection pumps for the other cylinders, as theincreased discharge of fuel-to the other cylinders can then be obtainedsimultaneously by :a' longitudinal shifting of the rack 98 by means ofthe usual adjustments in the control mechanism. In Figs. 2 .3, 4 and 5,I have shown the position of the plunger of the fuel injection pump forthe .master cylinder fora given-condition of part of the air iscompressed .as the-piston '24 moves upwardly in the cylinder 22. Thenozzle engine operation and in Figs. '7 and 8, I have shown thecorresponding position of the plungers in the fuel injection pumps forthe articulated rod cylinders. A comparison of these several figureswill readily show that the plunger .of the master cylinder fuelinjection pump shown in or valve arrangement. In Fig. 10, I have shown across-section through the cylinder of an entirely different design ofradial Diesel engine having a master connecting rod assembly. Theengineof Fig. has no energy cell and has only a single valve I30 controllingthe admission'of air to the engine cylinder and the exhaust-:of theproducts of combustion from this cylinder. The cylinder head design andpiston construction of Fig. 10 also differ materially from that shown inFig. 9';

The engine of Fig. 10 is illustrated as havinga fuel injecting nozzlesimilar to, or identical with, that shown in Fig. 9. My invention,.howeven'is not limited to an engine having any particular form of fuelinjecting nozzle and other usual or suitable forms of nozzles may beutilized in lieu of the particular form shown. Likewise my invention isnot limited to an engine having a fuel pump of the particular kinddisclosed in the drawings and any usual or suitable fuel pump ormultiplicity of separately driven pumps may be used in lieu of thesingle drive box-type pump shown in the drawings. In fact, my inventionis not necessarily limited to Diesel engines, but applies to anyinternal combustion engine of the fuel injection type having amasterconnecting rod assembly. 1

While I have illustrated and described a preferred embodiment of myinvention, it is to be understood that my invention is not limited tothe details shown and described, but may assume numerous other forms andthat the scopeof my invention is. to be construed as including allmodifications and variations coming within the appended claims.

I claim:

1. That method of operating a multi-cylinder fuel injection engine ofthe radial type havin a master cylinder and master connecting roassembly, which comprises supplying a reduced quantityof fuel to themastercylinder and'supplying increased quantities of fuel to the". othercylinders to eliminate over-heating of the master cylinder withoutreducing the power output of the engine. l y

2. That method of operating a. multi-cylinder fuel injection engine ofthe radial type having a master cylinder and master connecting rodassembly, which consists of supplying a lesser quantity of fuel to themaster cylinder and supplying greater and equal quantities of fuel toall of the other cylinders.

3. That method of operating a multi-cylinder Diesel'engine of the radialtype having a master cylinder and master connecting rod assembly,

which consists of supplying a lesser quantity of fuel to the mastercylinder and supplying greater and equal quantities of fuel to all ofthe other cylinders.

4. That method of eliminating over-heating of the mastercylinder of amulti-cylinder fuel injection engine having a master connecting rodassembly, which comprises reducing the fuel sup ply t0 themastencylinder, increasing the fuel supply to the other cylinders by anamount sufiicient to compensate for the reduced power of the mastercylinder, and maintaining the same relationship between the quantity offuel supplied to the master cylinder and the quantity of fuel suppliedto each of the other cylinders throughout all conditions of engineoperation.

5. In a multi-cylinder fuel injection engine having a master cylinderand a master connecting rod assembly, the combination of fuel injectionmeans for supplying a less than normal quantity of fuel to the mastercylinder, and means for supplying more than normal quantities of fuel toeach of the other cylinders.

6. In a multi-cylinder fuel injection engine having a master cylinderand a master connectingrod assembly, the combination of a fuel injectionpump for supplying a predetermined quantity of fuel to the mastercylinder, fuel injection pumps for supplying greater quantities of fuelto the other cylinders, and common means for varying th quantities offuel discharged by all of said pumps without changing the ratio of fuelsupplied to the master cylinder as compared with the fuel supplied toeach of the other cylinders.

7. In a multi-cylinder Diesel engine having a master cylinder and amaster connecting rod assembly, the combination of a fuel injection pumpfor supplying a predetermined quantity of fuel to the master cylinder,fuel injection pumps 'for supplying greater quantities of fuel to theother cylinders, and common means for varying the quantities of'fueldischarged by all of said pumps without changing the ratio of fuelsupplied to the master cylinder as compared with the fuel supplied toeach of the other cylinders.

8. In a multi-cylinder fuel injection engine having a master cylinderand a master connecting rod assembly, means for preventing overheatingof the master cylinder, said means comprising means for supplying apredetermined I quantity of fuel to each cylinder other than the mastercylinder, and means for supplying a lesser quantity of fuel to themaster cylinder.

9. That method of'operating a multi-cylinder fuel injection enginehaving a master cylinder and master connecting rod assembly to preventoverheating of the master cylinder which consists of supplying a givenquantity of fuel to each of the cylinders other than the master cylinderand supplying a lesser quantity of fuel to the master cylinder.

CONSTANTINE N. GUERASIIHOFF.

